Engine-primer.



C. Y. KN|GHT.

ENGINE PRIMER.

APPLICATION FILED 056.28. 1914.

Patented Mar. 28,1916.

UNITED STATES PATENT OFFICE.

CHARLES. KNIGHT, OF CHICAGO, ILLINOIS, ASSIGNOB TO KNIGHT AMERICAN PATENTS COMPANY, OF CHICAGO, ILLINOIS, A CORPORATION 01: ILLINOIS.

ENGINE-PRIMER.

Specification of Letters Patent.

Patented-Mar. 28,1916.

To all whomc't may concern:

Be it known that I, CHARLES Y. KNIGHT, a citizen of the United States, and residing at Chicago, in the county of Cook and State of Illinois, have invented a new and useful Improvement in Engine-Primers, of which the following is a specification.

My invention relates to an auxiliary device for the purpose of supplying a rich mixture to the intake ports of-an internal combustion engine, to facilitate starting the latter.

The invention consists in substantially the combination and arrangement of parts hereinafter described, shown in the accompanying drawings, and more particularly specified in the subjoined claims.

In the accompanying drawings like letters refer to the same parts in the several figures in which- Figure 1 is an elevation of an internal combustion engine equipped with my improvement, parts of the device shown being indicated diagrammatically. Fig. 2 is an enlarged section of a pump used in the construction. Fig. 3 is an enlarged section of a check valve used in the construction; and Fig. 4; is an enlarged side elevation of a pump and its connections used in the construction, showing a modification whereby the check valve is positively maintained open during the operation of the pump.

I have shown my invention as applied to an internal combustion engine having four cylinders, and one such as is used in automobile construction; but it may be applied to internal combustion engines having any number of cylinders and adaptable for any desired use as will be readily understood from this description.

The internal combustion engine is. desig-. nated generally by the reference numeral 5, and is provided with an intake manifold 6 and a carbureter 7 of usual or any preferred construction, and fitted to the engine in any conventional or preferred manner.

As is well understood, internal combustion engines are commonly supplied with means for starting same, of which a primitive form is a manually operated crank geared to the shaft so as to produce the first impulses in the engine when it is sufficiently rotated; but latterly, the starting apparatus has been made automatic, and usually concuit 10. The motor 8'is provided with a gear 11 on its armature shaft meshing with the gear teeth 12 on the fly-wheel 13 of the engine 15 providing an operative connection between the motor and engine.

I have found it advantageous to provide an auxiliary means aside from the engine proper to supply a proper mixture of fuel to the intake of the engine at the time it is being started, and before its regular supply of fuel may be effectively put into operation, and to cause this auxiliary supply of fuel to cease as soon as the positive starting of the engine has been accomplished. A convenient and efficient arrangement is shown in the accompanying drawings in which the power is derived from the crank shaft, which, as in the illustration, is driven by the electric motor 8, and thereby operates suitable devices to draw a supply of fuel and air from suitablesources, and, to deliver this airand fuel in the form of a rich combustible mixture to the manifold 6 of the engine. I

referably take the fuel from the carburetor by means of an extra jet or pipe 14 leading outside of such carbureter, and which is connected to the latter at a point below its fuel level. The discharge end of this pipe or jet is carried sufficiently high to prevent overflowing of the fuel from the carburetor, and still have the level of the fuel in the pipe as near the discharge end as possible. It is advisable to also supply a suflicient quantity of air to the mixture which at this time is to be delivered to the engine, and suitable arrangements for that purpose may be widely varied by persons skilled in the art, but for convenience I merely show a simple arrangement to secure this result in which a pipe 15 incloses the upper end of the jet or pipe 14, and is made of a larger bore than the latter, so as to provide for the admission of air at this point; and this therewith I preferably employ a pump to force the circulation therethrough, and this will be hereafter described.

On the discharge end of the pipe there may conveniently be placed a T-fitting 16, and on each end of this fitting may be used a spraying nozzle 17 adapted to cause the fuel and air passing through the pipe 15 to be discharged from this nozzle 17 in the form of a very fine spray of a rich combustible mixture. In fitting my invention to manifolds of different shapes, the fitting 16 may be arranged with its discharging ends in directions suitable to the manifold and with the discharge end of the nozzle 17 directed toward the intake ports of the engine. Connected in this supply pipe, as before suggested, 1- preferably provide a pump 18, which may be of any well-recognized design. The form I have shown, and which, as at present advised, I prefer, is of a rotary type. This pump is provided with tworotary pistons 22 meshing with each other in the manner illustrated in the drawing, and mounted on shafts 19 and 20, superposed one above the other at a proper distance, and having bearings in the casing. The shafts 19 and 20 are connected together by means of gears 21, in order to cause them to rotate in unison. One of the gears 21, and in the present instance it is the gear on shaft 20, meshes with a gear onthe armature shaft of the motor 8, see Fig. 1, operatively connecting the pump with the motor. In pumps of this nature itis preferable to provide a check valve 23 in the pipe 15 in order to cause the fluid to pass in only during the time when the pump is operating, and to resist the vacuum in the intake pipe. The check valve 23 may be of any preferred design. The form shown is provided with a valve member 24 held in its seat 25 by a spring 27 of the valve. In Fig. 4 I have shown a slightly modified check valve provided with means for positively opening .it during the operation of the pump. In this modification, the shaft 19 is provided with a disk 28 which carries on its face two cam members 29. The cam members 29 are provided with slots 30 mounted on pins 31 on the disk 28 and are held together by means of springs 32 so that upon rotation of the shaft 19 the springs 32 will yield, permitting the peripheries of the cams 29 to pass beyond the periphery of disk 28 and raise the rod 33 which is connected to a bellcrank 34, and the latter to the extended end of valve stem 27 to cause the valve 24 to be positively opened upon operation of the pump. As soon as the starting mechanism has effected starting of the engine and it is stopped, the shaft 19 will also be stopped, permitting the spring 32 to draw the cams 29 together and permit the spring 26 to move the bellcrank 34 and rod 33 back to their normal positions, caus- 26 mounted on the stem ing the valve 24 to become closed against the vacuum in the induction pipe.

While I have illustrated and described the preferred form of construction of my invention, I do not desire to be limited to the precise details set forth but desireto avail myself of such variations and changes as come within the scope of the appended claims.

I claim:

1. In combination, an internal combustion engine having an intake manifold; starting apparatus connected with the engine; a pipe having one end opening into the manifold and its other end opening into the atmosphere; a fuel discharging jet extending into the open end of said pipe; and a pump operatively connected to the starting apparatus connected in said pipeand adapted to cause the flow of air and fuel through the pipe to the manifold. 2. In combination, an internal combustion engine having an intake manifold; starting apparatus connected with the engine; a pipe having its discharge end opening into the manifold and its receiving end opening into the atmosphere; spraying nozzles on the discharge end of the pipe; a fuel discharging jet opening into the receiving end of the pipe; and a pump operatively connected to the starting apparatus, connected in said pipe and adapted to cause the flow of air and fuel through the pipe to the manifold.

3. In combination, an internal combustion engine; starting apparatus connected with the engine; a pipe communicating with the engine at one end and having its other end open to the atmosphere; a source of fuel opening into the open end of the pipe; a pump connected in the pipe and operatively connected with the starting apparatus; a check valve in said pipe; and an operative connection between said pump and check valve causing the latter tobe opened upon operation of the pump.

4. In combination, an internal combustion engine; starting apparatus connected with the engine; a pipe communicating with the engine at one end and having its other end open to the atmosphere; a source of fuel opening into the open end of the pipe; a pump connected in the pipe and operatively connected with the starting apparatus; a check valve in said pipe permitting the flow of fluid through the latter in but one direction; and mechanical means operable by the pump causing positive opening of the check valve.

5. In combination, an internal combustion engine; starting apparatus connected with v the engine; a pipe communicating with the engine at one end and having its other end open to the atmosphere; a source of fuel opening into the open end of the pipe; a pump connected in the pipe and operatively connected with the starting apparatus; a

the intake port 0 charging jet opening into the receiving end check valve in the pipe; and centrifugally actuated means operable by said pump connected with said check valve and adapted to open the latter.

6. In combination, an internal combustion engine having an intake manifold and a carbureter connected with the manifold; a pipe having its discharge end entering the manifold and its receiving end opening into the atmosphere; at spraying nozzle on the discharge end of the pipe; a fuel discharging jet opening into the receiving end of the pipe; a pump connected in the pipe; and operating means connected with the pump.

7. In combination, an internal combustion engine having an intake manifold and a carbureter connected with the manifold; a pipe having its discharge end entering the manifold and its receiving end opening into the atmosphere; a spraying nozzle on the discharge end of the ipe and directed toward f the engine; a fuel disof the pipe; a pump connected in the pipe; and operating means connected with the pump.

8. In combination, an internal combustion engine having an intake manifold; a pipe having its discharge end opening into said manifold; a carbureting means connected with the intake end of said pipe; a pump connected in the pipe; operating means connected with the pump; a check valve connected in the pipe; and a mechanical connection between the check valve and pump adapted to hold the check valve open during the operation of the pump.

9. In combination, an internal combustion engine having an intake manifold and a carbureter connected with the manifold; a starting motor connected with the engine; a pipe having its discharge end extending into the manifold; a carbureting means connected with the intake end of the pipe; a pump connected in the pipe and operatively connected to the starting motor; a'check valve connected in the pipe; and an operative connection between the pump and check valve adapted to hold the latter open during the operation of the pump.

10. In combination, an internal combustion engine having an intake manifold and a carbureter connected with the manifold; an auxiliary fuel jet outside of and connected with the carbureter and having its outlet at substantially the height of the fuel level of the carbureter; a pipe having one end entering the manifold and its other end opening into the atmosphere and disposed over the fuel jet; a pump connected in said pipe and adapted to cause the flow of air and fuel through the pipe to the manifold; and means for operating the pump.

11. In combination, an internal combustion engine having an intake manifold and a carbureter connected with the manifold; an auxiliary fuel jet connected with the carbureter and having its outlet at substantially the height of the fuel level of the carbureter; a pipe having one end entering the manifold and its other end opening into the atmosphere and disposed over the fuel jet; a pump connected in said pipe and adapted to cause the flow of air and fuel through the pipe to the manifold; and a starting motor connected with the engine and pump and adapted to actuate said engine and pump.

12.'In combination, an internal combustion engine having an intake manifold and a carbureter connected with the manifold; an auxiliary fuel jet connected with the carbureter and having its outlet end at substantially the height of the fuel level of the carbureter; a pipe having its discharge end entering the manifold and its receiving end opening into the atmosphere around the auxiliary fuel jet; spraying jets in the manifold on the discharge end of the pipe; a pump connected in the pipe; and actuating means operatively connected with the pump.

13. In combination, an internal combustion engine having a manifold; a pipe having its discharge end entering the manifold and its receiving end open to the atmosphere; a fuel supply opening into the last mentioned end of the pipe; a pump connected in said pipe; actuating means operatively connected with said pump; a check valve connected in said pipe; a centrifugally operated cam actuated by the pump; and a connection between the cam and the check valve causing said valve to be positively opened upon operation of the pump.

14. In combination, an internal combustion engine; a starting motor connected with the engine; a pipe connected at one end to the engine; a carbureting means connecting to the other end of the pipe; a pump connected in the pipe and operatively connected to the starting motor; a check valve connected in the pipe; and centrifugally operated means connected to the check valve and adapted to operate the latter.

In testimony whereof I have signed my name to this specification, in the presence of two subscribing witnesses, on this 26th day of December A. D. 1914.

CHARLES Y. KNIGHT.

Witnesses:

CHARLES H. SEEM, THOMAS CoLsoN. 

